Center-sill construction.



witmmoeo J. F. STREIB.

CENTER SILL CONSTRUCTION.

APPLICATION FILED AUG. 28, 1912. 1 1 00,206. Patented June 16, 1914.

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COLUMBIA PLANOGRAPH (IO-WASHINGTON. D. c.

J. F. STREPB.

CENTER SILL CONSTRUCTION.

APPLICATION IILED AUG. 28, 1912.

1,100,206, Patented June 16, 1914.

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COLUMBIA PLANOGRAPH 60., VIASHINGTDN, D. C.

UNITED STATES PATENT ()FFIQE.

JOHN F. STREIB, OF AVALON, PENNSYLVANIA, ASSIGNOR TO PRESSED STEEL CAR COMPANY, OF PITTSBURGH, PENNSYLVANIA, A CORPORATION OF NEW JERSEY.

CENTER SILI: CONSTRUCTION.

' Specification of Letters Patent.

Patented June 16, 1914.

To all whom it may concern:

Be it known that 1, JOHN- F. STREIB, a citizen of theUnited States, residing at Avalon, in the county of Allegheny and State of Pennsylvania, have invented certain new and useful Improvements in Center-Sill Construction, of which the following is a full, clear, and exactdescription, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, which illustrate the preferred form of the invention, though it is to be understood that the invention is not limited to the exact details of construction shown and described, as it is obvious that various modifications thereof will occur to those skilled in the art.

The object of this invention is to provide a truss beam of substantial construction having forked ends, suitable for architectural, engineering and other structural purposes wherein the longitudinal member is composed of a commercially rolled sect-ion manipulated in such a manner as to produce a maximum of strength with a minimum number of parts.

Another object of this invention is to provide a truss beam composed of a commercially rolled section, which is suitable for use in a railway car underframe, an embodiment. of which is shown in the several figures of the drawings, or for use in architectural, engineering or other structures.

Another object of this invent-ion is to provide a center sill, suitable for use in a railway car underframe, composed of a single commercially rolled section so manipulated at the ends as to form two extending arms laterally spaced apart, which arm may either extend from a point at the rear of the bolster to the end sills, or only a suiticient distance past the bolsters to form proper supports for the ends of separate draft sills.

The invention, therefore, resides particularly in the manipulation of the commercially rolled section in such a manner as to produce a truss beam shallower in depth at its ends than at its intermediate portions,

which results are obtained by slitting the web of the end portions of the beam and manipulating such slit portions in a manner hereinafter more fully described.

It also resides in the form of strut employed between the manipulated ends of the truss beam and the relation of said strut to said ends.

It further resides in the novel form of center brace employed between the manipulated ends of the truss beam and the relation of said center brace to said ends.

It further resides in the combination of the ends of the truss beam with the draft sills and bolster of the underframe.

Since the details of construction of both ends of an underframe are substantially identical, only one endhas been illustrated in the drawings, and it will beunderstood that the description of one end applies equally to both. p In the drawings, in which like reference letters indicate like parts throughout the several figures, Figure 11 is' a plan view of a railway car=underframe constructed in accordance with my invention; Fig. 2 is a side elevation of such an underframe; Fig. 8 is a longitudinal section of the underframe taken on line 33 of Fig. 1, and Fig. 4 is a cross section of the underframe taken on line 4-4 of Fig. 1.

Referring to the drawings, 1 indicates the truss beam o ill preferably constructed of a commercially rolled shape or I section with its web disposed vertically and its flanges outstanding horizontally. The beam 1 is perforated at 2 by punching Or drilling a small hole in its web at any suitable distance from the end of the beam preferably at a point situated at or near the neutral axis of the beam. The web of the beam is then slit at 3, as shown'in Fig. 3, such slit extending from the perforation 2 to the extreme end of the "beam. The two end portions 4 and 5 of the beam thus slit are then spread apart in a horizontal plane, as indicated by 6 and 7 in Fig. 1, to such an extent that the distance between the vertical planes of the webs of the portions thus spread apart correspond substantially with the distance necessary to accommodate the draft gear. The lower portion 6 of the end of the beam when slit is, in addition to being bent in the horizontal plane, also bent upwardly in a vertical plane and at an angle to the end portion 7, in order to reduce the distance between the horizontal plane of the outside of the top and bottom flanges of the original beam to an extent sufficient to adapt it for suitable combination with the bolster and other members of the underframe of the car.

8 indicates the center brace, which is shown in the form of a casting. This center brace is of a novel and unusual form. Its function is to receive the king pin and to brace, at a predetermined distance apart, the slit ends 6 and 7 of the truss beam 1. This brace member is not only adapted to fit snugly against the web 9 and inner bottom flange 10 of the slit end 6, and the web 11 and inner top flange 12 of the slit end 7, but is provided with a flange 13 to form to some extent an upper and outer flange for a portion of the slit end 6. It is also provided with a flange 1% adapted to form to some extent a lower and outer flange for a portion of the slit end 7. This center brace 8 may be located at any suitable distance from the end of the beam, and preferably at such a distance therefrom as to make the ends of the beam which project beyond the center casting of sui'licient length to form a splice for the draft beams 0r sills. At the points where the center brace S is secured between the ends of the beam, bolster members 15 are secured. These bolster members can be of any suitable form or material, but preferably may be constructed of pressed steel diaphragms, as shown in the drawings. The upper portion of the center brace 8 and its flange 13, the flanges of the slit end 7 of the beam and the upper flanges of the bolster diaphragms 15 are all secured together by a bolster tie plate 16, which extend across the aforesaid center brace. Th lower portion of the center brace 8 and its flange 1 1, the flanges of the slit end (3 of the beam and the lower flanges of the bolster diaphragms 15 are all secured together in a like manner by a lower bolster tie plate 25.

To prevent buckling in the slit ends 6 and 7 of the beam, a strut member 17 is employed, which may be of any suitable shape or material. In the drawings it is shown as a pressed steel in 'crted pan shaped member located between the edge portions of the web of the beam 1 and may be secured thereto through its flanges by rivets or other suitable means. a

To the ends 6 and 7 of the beam, which as lereinbefore pointed out, preferably extend and project some distance beyond the center brace and bolster diaphragms, draft beams or sills 18 of any suitable shape and material are secured, said draft bcams or sills extending from the end portions of the beam to the end sill or end wall of the car to which they may be secured in any approved manner.

19 indicates the end sill and 20 the striking casting of the car which may be of any suitable shape and material.

21 indicate the draft lugs secured to the draft sills and adapted and so located as to engage with the draft gear (not shown).

22 indicates one of the cross bearers of the. underframe, which is shown as bcingof what is known as a bulb T section. Thi cross bearer passes through a perforatio in the web of the beam 1 and is secured to the web of the beam by suitable members 23 through which the bulb T is passed and secured to. Continuous Z shapcd side sill members 24 are supported by the ends of the bolsters and cross bearers and on these sills are carried the usual side nailing stringers (not shown), though it is evident that any form of side sills or their equivalent may be substituted if desired, this invention relating particularly to the monosil] underframe and its associated parts.

It is to be understood that I do not limit my invention to slitting the end portion of the web of a webbed section of metal, spreading such split portions apart laterally, and bending upwardly the lower of such portions so slit, but it. is within the principle and scope of my invention to bend downwardly the upper portion of the slit end of the section, or to bond both mcmbcrs either upwardly or downwardly in a rcrtical plane, as may be found most expedient.

I am aware that it is old in the art to effect a. reduction in depth of a webb d metal beam, by cutting away the portion of the web at the end of the beam and bending toward each other in their original vertical plane the edges of the web conterminous with said cut. away portion, and also by displacing a portion of the web at the ends of the beam and simultaneously bending the longitudinal edges of the beam toward each other in the salne vertical plane, and this patent is therefore intended to cover only so much of the disclosure made herei as is covered by the claims.

hat I claim is:

1. In a car underframe. a ccntcr sill consisting of a section of webbed mctal, having a portion of the end of its web slit, such slit portions being bent laterally and away from each other.

2. In a car underframe, a center sill consisting of a section of webbed metal, having a portion of the end of its web slit, such slit portions being bent laterally and away from their original vertical plane.

In a'car underframe, a center sill consisting ofa section of webbed metal, having a portion of the end of its Web slit, such slit portions being bent apart laterally and away from eachother.

4:. In a car 'underframe, a center sill con sisting of a section of webbed metal, having a portion of the end of its Web slit, such slit portions being bent laterally relative to each other from their original vertical plane.

5. In a car underframe, a center sill consisting of a section of webbed metal, having a portion of the end of its Web slit, such slit portions being spread apart laterally.

6. In a car underframe, a center sill consisting of a section of webbed metal, having a portion of the end of its web slit, such slit portions being spread apart laterally from their original vertical plane.

7. In a car underframe, a center sill consisting of a section of Webbed metal, having a portion of the end of its web slit, such slit portions being spread apart laterally relative to each other.

8. In a car underframe, a center sill consisting of a section of webbed metal, having a portion of the end of its web slit, such slit portions being spread apart laterally relative to each other from their original vertical plane.

9. In a car underframe, a center sill consisting of a section of webbed metal, having a portion of the end of its web slit, such slit portions being bent laterally from their original vertical plane, and one of said portions being also displaced in a vertical direction relative to the other of said portions.

10. In a car underframe, a center sill consisting of a section of webbed metal, having a portion of the end of its web slit, such slit portions being so displaced and bent laterally away from each other as to effect a reduction in depth and an increase in width oi the end of the beam, as compared with the original section.

11. In a car underframe, a center sill consisting of a section of webbed metal, having a portion of the end of its web slit, such slit portions being bent laterally and away from each other and vertically relative to each other.

12. In a car underframe, a center sill consisting of a section of webbed metal, having the end portion of its web slit, and having one of its slit portions displaced vertically relative to the other slit portion and both of said slit portions spread apart.

13. In a car underframe, a center sill consisting of a commercially rolled beam, having a portion of the end of its web slit, such slit portions being bent laterally and away from each other.

14. In a car underframe, a center sill consisting of a commercially rolled beam, hav- I ing a portion of the-end ofdts web slit, such slit portions being bent laterally and away from their original vertical plane.

. 15. In a car underframe, a center sill consisting of a commercially rolled beam, having a portion of the end of its web slit, such slit portions being bent laterally and away from each-other.

16. In a car underframe, a center sill consisting of a commercially rolledbeam, having a portion of the end of its web slit, such slit portions being displaced laterally and spaced apart relative toeach other from their original vertical plane.

. 17. In a car underframe, a center sill consisting of a commercially rolled beam, having a portion of the end of its web slit, such slit portions being spread apart laterally.

18 In a car underframe, a center sill consisting of a commercially rolled beam, having a-portion of the end of its web slit, such slit portions being spread apart laterally from their original vertical plane.

19. In a car underframe, a center sill consisting of a commercially rolled beam, having a portion of the end of its Web slit, such slit portions being spread apart laterally relative to each other.

20. In a car underframe, a center sill consisting of a commercially rolled beam, having a portion of the end of its web slit, such slit portions being spread apart laterally relative to each other from their original vertical plane.

21. Ina c-ar underframe, a center sill consisting of a commercially rolled beam, having a portion of the end of its web slit, such slit portions being spread apart laterally from their original vertical plane, one of said portions being also displaced in a vertical direction relative to the other of said portions.

22. In a car underframe, a center sill consisting of a commercially rolled beam, having a portion of the end of its web slit, such slit portions being so displaced and spread apart as to effect a reduction in depth and an increase in width of the end of the beam, as compared with the original section.

23. In a car underframe, a center sill consisting of a commercially rolled beam, having a portion of the end of its web slit, such slit portions being spread apart laterally and displaced vertically relative to each other.

24-. In a car undertrame, a center sill consisting of a commercially rolled beam, having the end portion of its Web slit, and having one of its slit portions displaced vertically relative to the other slit portion, and spread apart.

25. In a car underframe, a center sill consisting of a commercially rolled beam having integral diverging ends.

26. In a car underframe, a center sill c0nsisting of a commercially rolled beam having integral laterally diverging ends.

27. In a car underframe, a center sill consisting of a commercially rolled beam having integral bifurcated ends spread apart.

28. In a car underframe, a center sill consisting of a commercially rolled beam having integral laterally bifurcated ends spread apart.

29. In a car underframe, a center sill consisting of a commercially rolled beam having integral bifurcated ends and draft sills secured to said bifurcated ends.

30. In a car underframe, a center sill consisting of a commercially rolled beam having integral laterally bifurcated ends and draft sills secured to said bifurcated ends.

31. In a car underframe, a center sill consisting of a commercially rolled beam having integral diverging end portions and draft sills secured to said end portions.

32. In a car underframe, a center sill consisting of a commercially rolled beam having integral laterally diverging end portions and draft sills secured to said end portions.

33. In a car underframe, a center sill consisting of a commercially rolled beam having a port-ion of the end of its web slit, each of the slit portions being spread apart from each other laterally to opposite sides of their original vertical plane.

34. In a car underframe, the combination of a commercially rolled beam having a horizontally divided end web portion and draft sills, said end portions being spaced apart and adapted for connection with said draft sills.

35. In a. car underframe, a center sill consisting of a commercially rolled beam having the end portion of its web slit and spread apart, and having one of its slit portions displaced vertically relative to the other slit portion whereby the end of the center sill is reduced and gradually lessened in height as its extremity is approached.

36. In a car underframe, a center sill consisting of a commercially rolled beam having the end portion of its web slit, and such slit portions being bent laterally away from each other and vertically relative to each other whereby the end portion of the center sill is reduced and gradually lessened in height as its extremity is approached.

37. In car underframe, a bolster having top and bottom cover plates a center sill of a single commercial shape having integral divided ends extending through said bolster, a bolster center brace between and secured to the end portions of said center sill and to the bolster top and bottom cover plates, and draft sills secured to the end of said center sill.

38. In a car underframe, a bolster, draft sills, a center sill formed of a single commercially rolled shape having an integrally bifurcated end connected to said bolster and draft sills.

39. In a car underframe, the combination with a bolster of a center sill consisting of a single commercially rolled beam, formed with integral diverging end portions, and draft sills secured to said end portions.

40. In a car underframe, a center sill consisting of a commercially rolled beam, a pair of draft sills one on each side of the longitudinal center line of said center sill and spaced apart, the end of the center sill being slit and spread apart and secured to said draft sills.

41. In a car underframe, a. center sill consisting of a commercially rolled beam, a pair of draft sills one on each side of the longitudinal center line of said center sill and spaced apart, the end of the center sill being slit and spaced apart laterally, the ends of said draft sills overlapping and being socured to the ends of the center sill.

42. In a car underframe, a center sill co11- sisting of a commercially rolled beam, a pair of draft sills, one on each side of the longitudinal center line of said center sill and spaced apart, the end of the center sill being bifurcated, the ends of said draft sills overlapping and being secured to the bifurcated end of the center sill.

43. In a car underframe, the combination with the bolster, of a. center sill consisting of a commercially rolled beam having an i11 tegral late-rally bifurcated end terminating intermediate the bolster and end of the underframe, and a pair of draft sills, one on each side of the longitudinal center line of the center sill, said draft sills being secured to the bifurcated ends of the center sill and forming a continuation of the center sill to the end of the underfran'ie.

44. In a car underframe, the combination with a pair of draft sills spaced apart, of a single center sill consisting of a commercially rolled beam having an integrally bifurcated end, said integrally bifurcated ends diverging from the longitudinal center line of the center sill and bending toward and being secured to the draft sills.

45. In a car underframe, the combination with a pair of draft sills spaced apart, of a single center sill consisting of a commercially rolled beam having an integrally bifurcated end, said integrally bifurcated ends diverging from the longitudinal center line of the center sill and bending toward and secured to the adjacent ends of the draft sills.

46. In a car underframe, a center sill consisting of a commercially rolled beam having an integral laterally diverging bifurcated ends, and a Wedge shaped strut member secured to and adapted to brace said laterally diverging portions.

47. In a car underframe, a center sill consisting of a commercially rolled beam having its end slit and bifurcated, one of said bifurcated portions having an integral flange on its lower edge, and the other of said bifurcated portions having an integral flange on its upper edge, and a center brace member secured between said bifurcated portions.

48. In a car underframe, a center sill consisting of a commercially rolled beam, having its end slit and bifurcated, one of said bifurcated portions having an integral flange on its lower edge, and the other of said bifurcated portions having an integral flange on its upper edge, and a center brace member secured between said bifurcated portions, said center brace member having a flange on one of its upper corners adapted to form a top flange for the first mentioned bifurcated port-ion, and a flange on one of its lower corners adapted to form a bottom flange for the second mentioned bifurcated portion.

In testimony whereof I aflix my signature in presence of two witnesses.

JOHN F. STREIB. lVitnesses:

FRANK E. MILLER, MARGARET H. SUMMESTED.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of IE'atents, Washington, D. G. 

